Parameters Studies on Surface Initiated Rolling Contact Fatigue of Turnout Rails by Three-Level Unreplicated Saturated Factorial Design

Switch and crossing (S&C) faults are a major cause of track-related delays and account for a significant proportion of maintenance and renewal budgets for railway infrastructure managers around the world. Although various modelling approaches have been proposed in the literature for the simulation of vehicle–track dynamic interaction, wheel–rail contact and damage prediction, there is a lack of evaluation for combining these approaches to effectively predict the failure mechanism. An evaluation of S&C modelling approaches has therefore been performed in this article to justify their selection for the research interests of predicting the most dominant failure mechanisms of wear, rolling contact fatigue (RCF) and plastic deformation in S&C rails by recognising the factors that influence the accuracy and efficiency of the proposed modelling approaches. A detailed discussion of the important modelling aspects has been carried out by considering the effectiveness of each individual approach and the combination of different approaches, along with a suggestion of appropriate modelling approaches for predicting the dominant failure mechanisms.

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“…Crossing wear prediction [18,21,22]. Switch surface RCF prediction [12,20,22,25,26]. Crossing surface RCF prediction [22].…”

Section: Limitations Research Interest Single-layer Co-running Trackmentioning

confidence: 99%

Evaluation of Numerical Simulation Approaches for Simulating Train–Track Interactions and Predicting Rail Damage in Railway Switches and Crossings (S&Cs)

2021

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“…Ma et al [62] presented parameter studies on the surface-initiated rolling contact fatigue (RCF) of turnout rails using a three-level unreplicated saturated factorial design. The results showed that the rail surface-initiated RCF is mainly caused by tangential stress that is high under small creep conditions, normal and tangential stresses that are high under large creep conditions, and normal stress that is high under pure spin creep conditions.…”

Section: Related Workmentioning

confidence: 99%

Measurement of the Geometric Center of a Turnout for the Safety of Railway Infrastructure Using MMS and Total Station

Kampczyk

2020

Sensors

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The turnouts in railway infrastructure constitute bottlenecks, limiting the capacity of the entire railway network. Due to their design and geometry, these turnouts force speed limits. The need to ensure the proper technical condition of turnouts has prompted ongoing scientific research and the use of modern technological solutions. Until now, there have been no tests for the correct location of the geometric center of a double and outside slip turnout with the related geometric relationships. Therefore, the main objective of this research was to demonstrate the position of the geometric centre of a double slip turnout and the geometric conditions of the curves of circular diverted tracks by measuring the horizontal versines and geometric irregularities of turnouts. The application of this surveying method, with reference to obtuse crossings and arising from geometric dependencies in the double and outside slip turnout, is defined and implemented (also known as a method for checking the correct location of the geometric center of a turnout—Surveying and Monitoring of the Geometric Center of a Double and Outside Slip Turnout (SMDOST)) via the Magnetic-Measuring Square (MMS) and electronic Total Station. This method also recommends measuring the horizontal versines of the diverted tracks. This paper presents the results of field measurements using the SMDOST and MMS methods, which were applied to carry out an analysis and evaluation of the turnout geometry conditions, thereby presenting the irregularities that cause turnout deformations. The validity of the SMDOST method using MMS and Total Station was thus confirmed. The observations from the conducted research indicate that neglecting measurements of the geometry of the turnouts resulted in additional irregularities in their conditions.

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“…Random variation in vehicle speed and axle load and wheel–rail friction coefficient is considered as normally distributed. 17 Vehicle speed (km/h) is normally distributed as (250, 25 2 ), vehicle axle load (t) is normally distributed as (14, 3 2 ), and the wheel–rail friction coefficient is normally distributed as (0.3, 0.05 2 ). The average number of the vehicles running on the Chinese high-speed railway lines per day (80) was selected as the sample size.…”

Section: Prediction Of Rail Surface-initiated Rcf In the Railway Turnmentioning

confidence: 99%

Numerical simulation of rail surface-initiated rolling contact fatigue in the switch panel of railway turnouts

Wang

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part F:

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Considering the complex characteristics of the track structure in railway turnouts, it is difficult and also expensive to experimentally study rail damages; therefore, numerical methods are an effective alternative. This study presents a numerical method to simulate rail surface-initiated rolling contact fatigue in the switch panel of railway turnouts. This method includes simulation of the vehicle–turnout wheel–rail dynamic interaction, analysis of the wheel–rail multipoint non-Hertzian rolling contact that considers the relative motion between the switch and stock rails, and calculation of the accumulated rail surface-initiated rolling contact fatigue. The accumulated rail surface-initiated rolling contact fatigue after the vehicles passed a turnout switch panel 80 times (the average number of vehicles running on the Chinese high-speed railway lines per day) in the through route with facing move was simulated based on this procedure. The result showed that the maximum surface-initiated rolling contact fatigue damage of the switch rail and the stock rail was 1.57 × 10−2 and 0.62 × 10−2, respectively. Surface-initiated rolling contact fatigue in the switch rail mainly occurred at the gauge angle, and in the stock rail it mainly occurred at the center of the rail. In addition, the influence of track parameters (rail inclination, track gauge, and friction coefficient) is analyzed. The friction coefficient influenced the rail surface-initiated rolling contact fatigue. When the coefficient exceeded 0.3 in particular, the rail rolling contact fatigue damage increased sharply. Hence, suitable friction control measures should be taken during rail maintenance in order to mitigate the rail surface-initiated rolling contact fatigue damage, e.g. by keeping the wheel–rail friction coefficient below 0.3.

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Parameters Studies on Surface Initiated Rolling Contact Fatigue of Turnout Rails by Three-Level Unreplicated Saturated Factorial Design

Cited by 11 publications

References 36 publications

Evaluation of Numerical Simulation Approaches for Simulating Train–Track Interactions and Predicting Rail Damage in Railway Switches and Crossings (S&Cs)

Evaluation of Numerical Simulation Approaches for Simulating Train–Track Interactions and Predicting Rail Damage in Railway Switches and Crossings (S&Cs)

Measurement of the Geometric Center of a Turnout for the Safety of Railway Infrastructure Using MMS and Total Station

Numerical simulation of rail surface-initiated rolling contact fatigue in the switch panel of railway turnouts

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